What is it about proper maintenance that you guys don't get?
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Cat Driver
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Mitch Cronin
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Post lights? Heh??pelmet wrote:All I am saying is that if I am flying my Cessna to some small strip on a beautiful sunny summer day and then discover that my pitot heat doesn't work, I have two choices. Cancel the return trip and incur large expenses and inconvenience getting myself and pax home plus flying an AME up plus myself for the return flight or.....use my judgement and say I think I'll write this up when I get home. Of course the AME may not make as much money off me if I I choose the latter.
From the first post here someone is saying that I am a fool for doing the latter. An AME. I don't think there is much more to say except who else on this board would ground that airplane with the inop pitot heat? Real world. Judgement call. Post lights do fail on occasion.
Pelmet, my initial post was more intended for those flying commercially, but even in your scenario above, if you found out your pitot heat didn't work while in flight, does that mean you needed it at the time?
Otherwise, I doubt an MEL exists for your little cessna, but if one did, I wouldn't be at all surprised to find an entry like:
Pitot ht. - 1 - May be inoperative provided daytime VFR in non-icing conditions...
...or something like that?
In any case, please don't take my comments personally... unless, I guess..., if any of it hit home.
...and if I deserve a blast for it, by all means, have at it... The day I stop learnin' is the day I'll have had enough.
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Hornblower
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Actually, I don’t think that you understand the requirements. There is a requirement for you to enter the defect, however the fact that there is a defect does not render the aircraft unserviceable or unflyable. You do not need to do anything prior to flying the aircraft , unless the defect is in respect of equipment required by regulation or the defect renders the aircraft to not be in compliance with airworthiness requirements (read old U.S. CAR 3 requirements for your little Cessna). Certainly your pitot heater would not be required to be working for any VFR flight other than O.T.T. , and the fact that the defect was entered in the journey log, and not rectified or deferred by some AME does not mean that you can’t fly the aircraft. Now if your fuel gauge was unserviceable then you would be required to enter the defect, and you would not be legal to fly the aircraft because that is something that is required by the applicable airworthiness requirements. (I know, I know, it seems kinda stupid since Cessna fuel gauges are all but useless anyways)pelmet wrote: All I am saying is that if I am flying my Cessna to some small strip on a beautiful sunny summer day and then discover that my pitot heat doesn't work, I have two choices. Cancel the return trip and incur large expenses and inconvenience getting myself and pax home plus flying an AME up plus myself for the return flight or.....use my judgement and say I think I'll write this up when I get home. Of course the AME may not make as much money off me if I I choose the latter.
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Commercial operators (and that includes the pilots employed by them)must follow defect control procedures they have specified in their MCM. If the operator has developed defect control procedures that are too onerous or restrictive, ... well that’s his problem, and his biggest mistake.
Which flying machine will have more special inspections? One with exceedance monitoring hardware or one without? Hardware examples Howell indicators, Altair monitors, FDR's.When you have the monitors wow all of a sudden over limit events are recorded where none were before.( not talking about blink ya missed it half second events) Theoretically this equipment should make no difference as flight crew are required to report these events anyway.
Not reporting this stuff puts additional risk on the follow on crews and passengers.That was just the common practice of the day and one of the main reasons why these devices were produced to take this out of flight crews hands.
Not reporting this stuff puts additional risk on the follow on crews and passengers.That was just the common practice of the day and one of the main reasons why these devices were produced to take this out of flight crews hands.
